Vehicle overload suspension system

ABSTRACT

An overload suspension system configured for operative engagement to a vehicle having a first leaf spring and second leaf spring to provide auxiliary support to the vehicle when overloaded. A first control arm attached to a first torsion bar has a distal end positioned a separation distance from the first leaf spring. A second control arm attached to the second control arm has a distal end positioned substantially the same separation distance from the second leaf spring. The suspension system operates as an auxiliary suspension only when added weight to the vehicle deflects both leaf springs to contact a respective one of the control arms, thereby preserving the ride and suspension characteristics of the vehicle when the added weight is not present.

FIELD OF THE INVENTION

This application is a continuing patent application to U.S. patentapplication Ser. No. 16/506,842 filed on Jul. 9, 2019, which claimspriority to U.S. Provisional Patent application Ser. No. 62/695,636filed on Jul. 9, 2018, the disclosure of both being considered includedherein by this reference thereto.

The present device relates to motorized vehicle suspensions. Moreparticularly, the disclosed device and system relate to an auxiliarysuspension system for a motor vehicle configured to provide an overloadspring for leveling and controlling the vehicle only when heavy loadsare carried by such motor vehicles and thereby does not interfere withthe factory-engineered wheel travel, spring rate and vehicle ride duringnormal use when it is not overloaded.

BACKGROUND OF THE INVENTION

Since the invention of motorized vehicles, they have been employed fortransporting freight and heavy loads. Modernly, vehicles such as pickuptrucks and sport utility vehicles are frequently employed commercially,as well as by homeowners, to transport varying types of materials whichcommunicate weight and a load to the vehicle suspension system. Mostsuch vehicles are engineered for this purpose with springs and dampenerssuch as shock absorbers, allowing the transport of loads of materials upto a weight anticipated by the factory design.

However, owners of such vehicles, especially where used for commercialpurposes such as construction, or for trailer towing, will on manyoccasions seek to carry a load, or engage a trailer with a tongueweight, which will exceed the weight load for which the vacuole wasengineered. As is well known, loading such vehicles with materials orwith an engaged trailer, having a weight exceeding the designed vehicleload weight, will cause the vehicle to sag at the rear.

Such overloading causes safety issues for the driver in that overloadingthe vehicle to a point causing the rear to droop will impart lift to thefront of the vehicle causing significant under-steering. Further, wherethe load significantly exceeds the vehicle weight design, such canresult in damage to the suspension system.

Conventionally, there are marketed a number of devices and systems whichare engageable with a vehicle which will enhance the weight load thevehicle can carry. One popular system employs air bags which engagebetween the vehicle chassis and existing springs. Increasing the airpressure in such air bags inflates and elongates them to absorb theincrease in weight load. Other systems are available which employadditional leaf springs which engage existing springs, air shocks whichwork similar to air bags, and pliable cylinders which engage between thevehicle frame and the axle.

While such systems are available at a reasonable cost and work to offsetadditional weight loads, they do not work well in combination with thefactory-engineered suspension system, as they limit the unencumberedwheel travel over the road and bumps, and once engaged the extraresistance communicated continually to the vehicle suspension makes fora rough ride.

A significant issue with conventional auxiliary suspension systemsoccurs because manufacturers spend countless engineering hoursdeveloping vehicle suspensions which are designed for an estimatedweight load, as well as for driver comfort. This engineering results invehicles which are provided from the factory with specific resistance totravel of the wheels between the road and the vehicle axle. Thisfactory-engineered wheel travel is adapted to provide a reasonablycomfortable and less than stiff ride for the occupants.

To this goal of providing load handling, as well as riding comfort, thesprings and suspension engineered and provided by the factory designedfor an increase in rate of resistance to travel of the wheel, which isthe purpose and function of a spring of such suspensions. Such springscan vary greatly in resistance to movement imparting resistance to wheeltravel toward the chassis and are engineered with the weight bearingability of the vehicle in mind as well as the comfort of the occupants.For example, where such a spring is designed to have a rate of 200pounds per inch of compression along a travel distance of seven inches,then a force of substantially 1400 pounds communicated to the wheel willcompress the spring to the point where the suspension movement isstopped or “bottoms out”.

Conventionally available auxiliary suspension systems, to increaseweight handling as noted above, once installed, work full time toprovide additional resistance to travel at all weight loads. Onceengaged they generally inhibit the total travel of the wheel, and in theexample of a designed travel of seven inches noted above, the additionof an auxiliary suspension will cause that limit to decrease by as muchas half or more.

This engagement of such conventional systems in a fashion where theywork continuously, causes at least two negative issues on the vehicle towhich they are installed. First, continuous engagement to the existingsuspension of additional resistance to wheel travel causes the ride ofthe vehicle to become rough since it is not using the lesser resistanceand longer wheel travel designed by the manufacturer for comfort.Second, in the case of air suspension, the air bag spring rate is onlycontrolled by the factory shock absorber mounted between the vehicleframe and the axle. Thus, the vehicle suffers a loss of thefactory-engineered wheel travel and an excessive amount of air springrate which is difficult to control and a significant impact to ridecomfort.

The system herein, employing two torsion bars which are each actuatedonly upon a delayed contact of a control arm with the factory springs,solves these issues. It does so by providing extra resistance to wheeltravel only when weight is added to the vehicle sufficient to causecontact of the control arms with the vehicle leaf springs. Further, eachtorsion bar is in operative engagement with a respective hydraulicdampener such as a shock absorber, which provides the additionaldampening to the movement and rebound of each torsion bar, therebyallowing the vehicle shock absorbers to control the leaf spring movementas designed, without having to also control that of the auxiliarysuspension components.

The forgoing examples of vehicle auxiliary suspension systems and thelimitations related therewith, are intended to be illustrative and notexclusive. The disclosed examples and background herein does not implyany limitations on the invention described and claimed herein. Variousother limitations of the related art of vehicle suspension are known, orsuch will become apparent to those skilled in the art upon a reading andunderstanding of the specification below and the accompanying drawings.

SUMMARY OF THE INVENTION

The device and system herein disclosed and described provides a solutionto the shortcomings in prior art in the area of auxiliary suspensionsystems for motor vehicles. The system, in all modes herein disclosed,employs two torsion bar suspension components each having a control armoperatively engaged to one end. Each of the two torsion bars isoperatively engaged with the frame of the vehicle. In use, so engaged,the rotation of the respective torsion bar by an operatively engagedcontrol arm contacting the vehicle leaf spring, will cause increasingresistance to such rotation and an exertion of force to the control armsin an opposite direction of their initial rotation.

Particularly preferred in all modes of the system herein, the distal endof each of the two torsion bars is held out of contact with the vehicleleaf spring by the distance of a gap therebetween. Such is accomplishedby preventing rotation of the torsion bar and the control arm, engagedthereon, past a default position where the distal end of the control armis spaced a distance from the leaf spring on the vehicle which isaligned with the plane of rotation of the control arm.

Upon the over loading of the vehicle to a point where the two leafsprings move toward and contact, the distal end of the respectivecontrol arm with which they align, further deflection of the leafsprings will be resisted. This resistance is imparted by the forceexerted by the respective torsion bar to the respective control arm andthe resistance to rotation of that control arm. In this fashion, thesystem herein provides additional resistance to deflective movement ofthe weight-bearing leaf springs, to accommodate a weight load in thevehicle exceeding that for which each leaf spring is designed.

The system, unlike conventional auxiliary suspensions, by maintainingthe control arms in positions which are distanced from the respectiveleaf spring to which they align when the vehicle has not been loadedwith weight exceeding the factory suspension ability, does not increasethe resistance of the leaf springs to movement and the wheel travel.Such results in the smooth ride of the vehicle for which it wasdesigned.

Further, by providing hydraulic dampeners such as shock absorbersoperatively engaged to each of the torsion bars such as with mountingbars, the system herein does not impact the stock vehicle shockabsorbers to resist the torsion spring movement and force. Instead theauxiliary hydraulic dampeners or shock absorbers provided with thesystem are operatively engaged and engineered to provide the necessarydampening only to the force exerted from the torsion bars.

With respect to the above description, before explaining at least onepreferred embodiment of the auxiliary vehicle suspension systemdisclosed and described herein in detail, it is to be understood thatthe disclosed suspension invention is not limited in its application tothe details of construction and to the arrangement of the components inthe following description or illustrated in the drawings. The auxiliarysuspension system herein described and shown is capable of otherembodiments and of being practiced and carried out in various ways whichwill be obvious to those skilled in the art. Also, it is to beunderstood that the phraseology and terminology employed herein are forthe purpose of description and should not be regarded as limiting.

As such, those skilled in the art will appreciate that the conceptionupon which this disclosure is based may readily be utilized as a basisfor designing of other vehicle auxiliary suspension systems for carryingout the several purposes of the present disclosed device. It isimportant, therefore, that the claims be regarded as including suchequivalent construction and methodology insofar as they do not departfrom the spirit and scope of the present invention.

As used in the claims to describe the various inventive aspects andembodiments, “comprising” means including, but not limited to, whateverfollows the word “comprising”. Thus, use of the term “comprising”indicates that the listed elements are required or mandatory, but thatother elements are optional and may or may not be present. By“consisting of” is meant including, and limited to, whatever follows thephrase “consisting of”. Thus, the phrase “consisting of” indicates thatthe listed elements are required or mandatory, and that no otherelements may be present. By “consisting essentially of” is meantincluding any elements listed after the phrase, and limited to otherelements that do not interfere with or contribute to the activity oraction specified in the disclosure for the listed elements. Thus, thephrase “consisting essentially of” indicates that the listed elementsare required or mandatory, but that other elements are optional and mayor may not be present depending upon whether or not they affect theactivity or action of the listed elements. Further, by the termsubstantially is meant, unless otherwise specifically defined, plus orminus ten percent.

It is an object of the present invention to provide an auxiliary vehiclesuspension system which is configured for operation only when thevehicle exceeds a designed weight load thereby preserving vehicle rideand handling characteristics when not over loaded.

It is a further object of the invention to provide such an auxiliaryvehicle suspension which allows for substantially full wheel travel onceengaged and includes dampening for the auxiliary torsion bars employedand thereby avoid impacting the work required of the OEM vehicle shockabsorbers.

It is a further object of this invention to provide such an auxiliarysuspension system which can be adjusted for a particular amount ofweight overload by adjusting the timing of activation through theadjustment of distance for contact with the leaf springs.

These and other objects, features, and advantages of the disclosedoverload auxiliary suspension system invention, as well as theadvantages thereof over existing prior art, which will become apparentfrom the description to follow, are accomplished by the improvementsdescribed in this specification and hereinafter described in thefollowing detailed description, which fully discloses the invention, butshould not be considered as placing limitations thereon.

BRIEF DESCRIPTION OF DRAWING FIGURES

The accompanying drawings, which are incorporated herein and form a partof the specification illustrate some, but not the only or exclusiveexamples of embodiments and/or features of the disclosed auxiliaryvehicle suspension system. It is intended that the embodiments andfigures disclosed herein are to be considered illustrative of theinvention herein, rather than limiting in any fashion.

In the drawings:

FIG. 1 depicts the system herein in a perspective view showing the twotorsion bars engaged with respective control arms adapted to contactexisting vehicle leaf springs once the leaf springs deflect to close agap, and also showing hydraulic dampeners engaged to control movement ofeach torsion bar.

FIG. 2 shows a closer view of the device as in FIG. 1 from a rear view.

FIG. 3 shows the system herein in a similar configuration as noted inFIG. 1 and also showing a support member engaged between vehicle framerails for operative engagement of the two torsion bars.

FIG. 4 shows a closer view of the system as in FIG. 3 from a rear viewshowing the system engaged between the existing vehicle frame rails andoperatively positioned for contact of control arms with respectivealigned leaf springs.

FIG. 5 depicts an enlarged view of one control arm operatively engagedat the distal end of one torsion bar and showing the hydraulic dampenerconnected to dampen torsion bar movement as well as the default positionof the distal end of the control arms spaced from the leaf spring towhich it is aligned.

FIG. 6 shows a closer view of the system as in FIG. 5 .

FIG. 7 depicts a perspective view of the system herein employing torsionbars extending between opposing members of the vehicle frame whichoperates on the same fashion.

FIG. 8 shows the system herein of FIG. 7 in an opposite perspective viewand depicts an enlarged view of a portion of the system.

FIG. 9 shows a plan view of the enlarged portion of FIG. 8 depicting thesystem in non operative mode where the leaf spring has not deflected thedistance required to contact the respective control arm whichcommunicates resistance from an engaged torsion bar.

DETAILED DESCRIPTION OF THE INVENTION

In this description, the directional prepositions of up, upwardly, down,downwardly, front, back, top, upper, bottom, lower, left, right andother such terms of direction or position, refer to the device as it isoriented and appears in the drawings and are used for convenience only,and such are not intended to be limiting or to imply that the device hasto be used or positioned in any particular orientation.

Now referring to drawings in FIGS. 1-9 wherein similar components areidentified by like reference numerals, there can be seen in FIGS. 1-2 afirst depiction of the system 10 herein. The system 10 shown in FIGS.1-2 is substantially the same as in FIGS. 3-4 . However, in FIGS. 1-2 itis shown without a support member, and it is assumed the system isoperatively engaged with a vehicle of choice either at manufacture orusing other support members or components.

As shown in FIGS. 1-2 , the system 10 in all preferred modes herein,includes a first torsion bar 12 adjacent a second torsion bar 14 havinga fixed engagement at one end to the vehicle frame or body such that oneend of each torsion bar 12 and 14, is in such a fixed engagement toresist rotation. Such may be any fixed engagement of one end of eachtorsion bar 12 and 14, such as a center mount 16 therebetween engaged toa static or fixed connection with the vehicle, or as shown in FIGS. 7-9, at frame mounts 19, in a fixed connection to the vehicle such as tothe frame 20 or the uni-body where no frame 20 is present. By the termfixed connection, at either a frame mount 19 or center mount 16 ismeant, that the respective torsion bar 12 and 14, is connected andprevented from rotation by the fixed connection.

In all modes of the system 10 herein, the first torsion bar 12 andsecond torsion bar 14 are configured for independent twisting andincreasing resistance to such twisting. Such torsion bars 12 and 14would be formed of metal adapted for ongoing twisting and resistancethereto or could be made from other materials such as carbon fiber andpolymeric materials.

In all modes of the system 10 herein, operatively engaged adjacent adistal end of the first torsion bar 12 from the fixed connection of anattachment end, is a first control arm 18. This control arm 18 isconfigured to rotate during twisting of the first torsion bar 12 in aplane aligned with the existing factory leaf spring 22 located andaligned therewith. Operatively engaged at or adjacent the distal end ofthe second torsion bar 14 is a second control arm 20 positioned thereonto rotate in a plane aligned with the second of the existing vehicleleaf springs 22.

Also depicted in FIGS. 1-9 , are a first hydraulic dampener 24operatively engaged with the first torsion bar 12 to dampen movementthereof as well as a second hydraulic dampener 26 operatively connectedto the second torsion bar 14 to dampen spring movement thereof as well.As noted, the inclusion of auxiliary dampeners 24 and 26 removes anydampening load requirements from the factory-installed shock absorbersas to the forces imparted by the torsion bars. The term hydraulicdampener as used herein is for convenience and is meant to includehydraulic dampeners such as shock absorbers and other mechanical and/orpneumatic components known by those skilled in the art which are adaptedto absorb energy of the force of the torsion bars moving between loadedand unloaded positions.

A similar configuration of the system 10 noted in the description as toFIGS. 1-2 is shown in FIGS. 3-4 where the system 10 is engaged with avehicle having existing leaf springs 22 operatively engaged betweenaxles (not shown but well known) and the frame 28. As shown in FIGS. 3-4a support member 30 is included with the system 10 which is adapted toengage with the frame 28. The support member 30 so engaged, is connectedto the center mount 16 to support it and provide operatively engaged infixed connections to the respective engagement ends of the first torsionbar 12 and second torsion bar 14.

In FIGS. 5-6 are shown enlarged view of the operative components of thesystem 10. While described as to the operation of the second control arm20 and second torsion bar 14 and second hydraulic dampener 26, the firsttorsion bar 12 and first control arm 18 and first hydraulic dampener 24operate exactly the same.

The second hydraulic dampener 26 is in operative connection at with thesecond torsion bar 14. The opposite end of the second hydraulic dampener26, is connected at a fixed engagement point, such as engaged with theexisting vehicle frame 28 or body or connector thereto.

As depicted, the second hydraulic dampener 26 is operatively engaged tothe second torsion bar 14, such as a connection of the translatingdampening shaft 27 with a mounting member 34 which is connected to thetorsion bar 14. Such an engagement is preferred as the length of themounting member 34 or the connection point of the hydraulic dampener 26thereon, can be adjusted to provide more or less leverage to therebyincrease or lessen the dampening force exerted by the hydraulic dampener26.

As noted, the two hydraulic dampeners 24 and 26 are preferred since theyare employed to dampen the movement and spring force exerted by thetwisting and rebound of both of the two torsion bars 12 and 14 when thesystem 10 is operable during contact of the control arms 18 and 20 withrespective aligned leaf springs 22. Such leaves the factory installedshock absorbers free to dampen leaf spring travel.

As shown in FIG. 6 and FIG. 9 , in the default position of both controlarms 18 and 20, are substantially the same such that the distal ends 32thereof, are distanced and out of contact with either leaf spring 22. Asshown in FIG. 6 and FIG. 9 , and applicable to both control arms 18 and20, the second control arm 20 is depicted having the distal end 32 aseparation distance 36 or “D” from a contact with the factory leafspring 22. Both control arms 18 and 20, as depicted by the secondcontrol arm 20 in FIG. 6 , are maintained in this default position. Thefixed connection of each torsion bar 12 and 14 to the center mount 16 orto the frame of the vehicle, will naturally limit the non-torsionedposition of both. This in turn, limit the rotation of the first andsecond control arms 18 and 20 toward a respective leaf spring 22.

However, other means of limiting rotation of the engaged torsion bar 12and 14 and resulting positioning of the respective first and secondcontrol arms 18 and 20 might be employed. For example rotation limiteron the frame 28 which contacts against a respective control arm 18 or20, and prevents further rotation of the respective torsion bar 12 or14. Such may be by for example a pin 13 positioned as a stop.

For additional means of adjustment of the separation distance D, aremovable engagement to fixed positions of the control arms may beprovided such as a splined connection 17 of the control arms 20 and 18,to their respective torsion bar 12 or 14. Such a splined connection 17is well known and would allow for removal and fixed repositioning of thecontrol arms 18 and 20 to their respective connections to splined endsof a torsion bar 12 and 14, to rotate them slightly to change or adjustthe separation distance D as required. Of course other configurations toremove and re-engage the control arms to fixed positions on the torsionbars may be employed such as forming apertures in the control arms tomatch the shapes of the connecting ends of the torsion bars.

Preferably, this separation distance D is adjusted to a lengthsubstantially equal to or more than a length of extension of thedampening shaft 27 from the first and second hydraulic dampeners 24 and26. Such allows the first and second hydraulic dampeners 24 and 26 tooperate to allow travel of the dampening shaft 27 to fully dampen theresistive spring movement of the twisted torsion bars 12 and 14 fully.The operation of such hydraulic dampeners commonly known as shockabsorbers is well known.

As also noted, this gap 36 in all modes of the system 10 herein isparticularly preferred as a means to disconnect the system 10 from thevehicle stock suspension when the weight load has not deflected the leafsprings 22 to a point past their designed limit. Thus, when the vehicleis non-laden with excess weight, the factory suspension and wheel traveland factory shocks will operate as normal and as designed.

Once sufficient weight has been added to the vehicle, such as by a loadin the bed of a truck, or the weight of a trailer tongue engaged to thevehicle, to move the leaf springs 22 to close the gap 36 each of therespective first control arm 18 and second control arm 20 will come intoa contact at a respective distal end 32 thereof, with a respective leafspring 22. Thereafter, further movement of the leaf springs 22 away fromthe roadway toward the top of the frame 28, will be subjected to a forceexerted by the respective first torsion bar 12 and second torsion bar 14which resists rotation of the respective first control arm 18 and secondcontrol arm 20. Adjustment of the resistance of the system 10 impartedto the leaf springs 22 may be accomplished by changing the length of thecontrol arms 18 and 20 and/or the twisting resistance of the torsionbars 12 and 14. Such can be employed to adjust for more or less forceimparted by the system 10 to the leaf springs 22, to accommodateanticipated excess weight loaded on the vehicle.

FIG. 7 depicts a perspective view of the system 10 herein employingtorsion bars 12 and 14. This mode operates in the same fashion as aboveand simply shifts the position of engagement of the torsion bars 12 and14 from a fixed connection to center mount 16, to a fixed connectionwith frame mounts 19 attached to the vehicle on mounting ends of each ofthe torsion bars 12 and 14. Consequently, the torsion bars 12 and 14extend from fixed connections at respective engagement ends with framemounts 19 to opposing ends operatively connected with a respective firstcontrol arm 18 and second control arm 20. As depicted in FIGS. 7-9 , thesystem 10 operates in exactly the same fashion as noted above for thesystem 10 in FIGS. 1-6 .

Shown in FIG. 8 is the system 10 herein of FIG. 7 in an oppositeperspective view and depicts an enlarged view of a portion of the system10. As can be seen in the enlarged view in FIG. 8 , the second torsionbar 14 is connected with the second control arm 20 and positioned adefault separation distance D, from the leaf spring 22 of the unloadedvehicle. Also shown is the hydraulic dampener 26 engaged at one end withthe vehicle such as with the frame 28 and at the opposite end with themounting member 34 which is connected to the second torsion bar 14. Asnoted operation of the system 10 in FIG. 7-9 is the same as the system10 of FIGS. 1-6 .

In FIG. 9 is depicted a plan view of the enlarged portion of FIG. 8 . Asshown the system 10 is in non operative mode where the leaf spring 22has not been deflected by weight added to the vehicle and the separationdistance D between the distal end 32 of the second control arm 20 ispresent thereby allowing the vehicle suspension to operate normally.Once weight is added to the vehicle sufficient to deflect the leafspring 22 further than the separation distance D, the distal end 32 ofthe second control arm 20 will contact the leaf spring 22 and the systemwill operate as noted above. As already noted, the first torsion bar 12connected to the first control arm 18 on the opposite side of thevehicle will operate in identical fashion.

It should be noted than any of the different depicted and describedconfigurations of the system shown and described herein, can be employedwith any other configuration or component shown and described as part ofthe system herein. Additionally, while the present invention has beendescribed herein with reference to particular embodiments thereof andsteps in the method of production, a latitude of modifications, variouschanges and substitutions are intended in the foregoing disclosures, itwill be appreciated that in some instance some features, orconfigurations, of the invention could be employed without acorresponding use of other features without departing from the scope ofthe invention as set forth in the following claims. All such changes,alternations and modifications as would occur to those skilled in theart are considered to be within the scope of this invention as broadlydefined in the appended claims.

What is claimed is:
 1. A vehicle overload suspension system, comprising:a first torsion bar, said first torsion bar having a first end in afixed connection to a vehicle; a first control arm, said first controlarm being elongated and extending between a first end thereof to a firstdistal end; said first end of said first control arm engaged to a secondend of said first torsion bar; said first distal end positioned a firstseparation distance from a first leaf spring of a vehicle; a secondtorsion bar, said second torsion bar having a first end thereof in afixed connection to said vehicle; a second control arm, said secondcontrol arm being elongated and extending between a first end thereof,to a second distal end; said first end of said second control armengaged to a second end of said second torsion bar; said second distalend spaced a second separation distance from a second leaf spring ofsaid vehicle; said first distal end contacting said first leaf springonly when a weight load of said vehicle imparts a deflection of saidfirst leaf spring to a first contact against said first distal end; saidsecond distal end contacting said second leaf spring only when saidweight load of said vehicle imparts a deflection of said second leafspring to a second contact thereof against said second distal end; andwhereby said first contact rotates said first control arm to twist saidfirst torsion bar engaged to said first end thereof, and said secondcontact rotates said second control arm to twist said second torsion barengaged to said first end thereof.
 2. The vehicle overload suspensionsystem of claim 1, additionally comprising: a first hydraulic dampenerin an engagement at a first end thereof to said first torsion bar andconnected at a second end thereof to a first fixed connection with saidvehicle; and a second hydraulic dampener in an engagement at a first endthereof to said second torsion bar and connected at a second end thereofto a first fixed connection with said vehicle.
 3. The vehicle overloadsuspension system of claim 1, additionally comprising: said engagementof said first end of said first control arm to said second end of saidfirst torsion bar being a first removable engagement to a firstplurality of fixed positions therearound; said engagement of said firstend of said second control arm to said second end of said second torsionbar being a second removable engagement to a second plurality of fixedpositions therearound; a positioning of both said first control arm to arespective one of said first plurality of positions, and said secondcontrol arm to a respective one of said second plurality of positions,defining an adjustment of said separation distance of both said firstdistal end of said first control arm from said first leaf spring andsaid second distal end of said second control arm from said second leafspring.
 4. The vehicle overload suspension system of claim 2,additionally comprising: said engagement of said first end of said firstcontrol arm to said second end of said first torsion bar being a firstremovable engagement to a first plurality of fixed positionstherearound; said engagement of said first end of said second controlarm to said second end of said second torsion bar being a secondremovable engagement to a second plurality of fixed positionstherearound; a positioning of both said first control arm to arespective one of said first plurality of positions, and said secondcontrol arm to a respective one of said second plurality of positions,defining an adjustment of said separation distance of both said firstdistal end of said first control arm from said first leaf spring andsaid second distal end of said second control arm from said second leafspring.
 5. The vehicle overload suspension system of claim 2,additionally comprising: said first hydraulic dampener having a firstdampening shaft in a translating engagement therewith; said engagementof said first end of said first hydraulic dampener to said first torsionbar being an engagement of said first dampening shaft to a firstmounting member which extends from a connection with said first end ofsaid first torsion bar; said second hydraulic dampener having a seconddampening shaft in a translating engagement therewith; and saidengagement of said first end of said second hydraulic dampener to saidsecond torsion bar being an engagement of said second dampening shaft toa second mounting member which extends from a connection with saidsecond torsion bar.
 6. The vehicle overload suspension system of claim4, additionally comprising: said first hydraulic dampener having a firstdampening shaft in a translating engagement therewith; said engagementof said first end of said first hydraulic dampener to said first torsionbar being an engagement of said first dampening shaft to a firstmounting member which extends from a connection to said first torsionbar; said second hydraulic dampener having a second dampening shaft in atranslating engagement therewith; and said engagement of said first endof said second hydraulic dampener to said second torsion bar being anengagement of said second dampening shaft to a second mounting memberwhich extends from a connection with said second torsion bar.
 7. Anoverload suspension system configured for engagement to a vehicle,comprising: a first torsion bar, said first torsion bar having a firstend thereof engageable to a fixed connection to a vehicle; a firstcontrol arm, said first control arm being elongated and extendingbetween a first end thereof to a first distal end; said first end ofsaid first control arm in an engagement with a second end of said firsttorsion bar; said first distal end of said first control arm in saidengagement with said second end of said torsion bar being located in analignment with a first leaf spring of said vehicle at a first separationdistance from a first leaf spring of a vehicle; a second torsion bar,said second torsion bar having a first end thereof engageable to a fixedconnection thereof to said vehicle; a second control arm, said secondcontrol arm being elongated and extending between a first end thereof toa second distal end; said first end of said second control arm in anengagement with a second end of said second torsion bar; said seconddistal end of said second control arm in said engagement with saidsecond end of said torsion bar being located in an alignment with asecond leaf spring of said vehicle at a second separation distance froma second leaf spring of said vehicle; and wherein the positioning ofsaid first distal end and said first separation distance from said firstleaf spring and said positioning of said second distal end and saidsecond separation distance from said second leaf spring defines aconfiguration of said overload suspension system for operation only whensaid vehicle exceeds a weight load thereof which is sufficient to imparta deflection of said first leaf spring and said second leaf spring toform contacts between said first leaf spring with said first distal endof said first control arm, and said second leaf spring with said seconddistal end of said second control arm.
 8. The overload suspension systemof claim 7, additionally comprising: a first hydraulic dampener in anengagement at a first end thereof to said first control arm, andconnected at a second end thereof to a first fixed connection with saidvehicle; and a second hydraulic dampener in an engagement at a first endthereof to said second control arm and connected at a second end thereofto a second fixed connection with said vehicle.
 9. The overloadsuspension system of claim 7, additionally comprising: said engagementof said first end of said first control arm to said second end of saidfirst torsion bar being a first removable engagement to a firstplurality of fixed positions therearound; said engagement of said firstend of said second control arm to said second torsion bar being a secondremovable engagement to a second plurality of fixed positionstherearound; a positioning of both said first control arm to arespective one of said first plurality of positions, and said secondcontrol arm to a respective one of said second plurality of positions,defining an adjustment of said first separation distance and said secondseparation distance of both said first control arm from said first leafspring and said second control arm from said second leaf spring.
 10. Theoverload suspension system of claim 8, additionally comprising: saidengagement of said first end of said first control arm to said secondend of said first torsion bar being a first removable engagement to afirst plurality of fixed positions therearound; said engagement of saidfirst end of said second control arm to said second torsion bar being asecond removable engagement to a second plurality of fixed positionstherearound; a positioning of both said first control arm to arespective one of said first plurality of positions, and said secondcontrol arm to a respective one of said second plurality of positions,defining an adjustment of said first separation distance and said secondseparation distance of both said first control arm from said first leafspring and said second control arm from said second leaf spring.